Pneumatic signal system.



' PATENTED SEPT. 22,- 190s.

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PATENTED SEPT. 22, 1903.

H. T. FABNSWORTH. PNEUMATIC SIGNAL SYSTEM.

APPLIGATIDH FILED JAN. 8, 1903.

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PATENTED SEPT. 22, 1903.

H. T. FARNSWORTH. PNEUMATIC SIGNAL SYSTEM.

APPLICATION FILED JAN. 8, 1903.

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No. 739,660. PATENTED SEPT. 22,1903. H. T. FABNSWORTH. PNEUMATIC SIGNALSYSTEM.

APPLICATION FILED JAN. 8, 1903. K0 MODEL. 6 SHEETS-SHEET 4 3144mm;firfirnaworzh 76 attouwqo I No. 739,660. PATENTED SEPT. 22, 1903. H. T.FARNSWORTH. PNEUMATIC SIGNAL SYSTEM.

APPLIGATION FILED JAN. 8. 1903. 2

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PATENTED SEPT. 22, 1903.

H. T. FARNSWORTE 'PNEUMATIG SIGNAL SYSTEM.

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* UNITED STATES Fatented September 22, 1203 PATENT OFFICE.

chhlnhen wsuuzsm HENRY T. FARNSWORTH, OF GLADE SPRING, VIRGINIA,ASSlGNOR OF ONE-HALF TO G EORGE N. WERTZ, OF ABINGDON, VIRGINIA.

PNEUMATIC SIGNAL SYSTEM.

SPECIFICATION formingpart of Letters Patent No. 739,660, dated.September 22, 1903.

Application died January 8, 1903.

To all whom it may concern.-

Be itknown thatl, HENRY T. FARNSWOBTH, a citizen of the United States,residing at Glade Spring, in the county of Washington and StateofVirginia, have invented new and. useful Improvements in PneumaticSignal Systems, of which the following is a specification.

My invention relates to pneumatic danger and block signals forrailroads.

The first object of my device is to construct a device of this characterwhich will enable trains to be informed when they are near another trainon the same track.

The second object is to enable the knowledge of the occurrence of athreatened disaster or probable disaster-such as the washing away of abridge, culvert, or the occurrence of a threatened landslide-to becommunicated to the engineers of passing trains.

The third object is an improved receiving mechanism carried by thelocomotive for receiving a signal designated by the blast of anuncovered nozzle or twyer.

The simple and novel construction employed by me in carrying out myinvention is fully described and claimed in this specification andillustrated in the accompanying drawings, forming a part thereof, inwhich- Figure 1, Sheet 1, is aplan view of one of my nests, with partsshown in section, which nest comprisesau air-compression mechanismoperated by the wheels of a passing train, twyers and means for coveringthem, which means is operated by the compressed air generated by saidmechanism, and means for controlling the transmission of signals fromsaid nest to the next one on either side, east or west. Fig. 2, Sheet2', is a section on the line 2 2, Fig. 1, which defines a vertical planethrough one of the compression-cylinders. Fig. 2 is a detail of one ofthe check-valves. Fig. 3, Sheet 2, is a horizontal section through thebottom series of cylinders on the free-air box on the line 3 3, Fig. 10.Fig. 3", Sheet 2, is a detail section on the line 3 3, Fig. 3. Fig. 4,Sheet 2, is a horizontal section through the top se ries of cylinders onthe free air box on the line 4 4, Fig. 10. Fig. 5, Sheet 3, is acombined plan and section of the twyers, hood, and the cylinder foroperating the same. Fig.

smart. 1am. (No model.)

6, Sheet 4, is a vertical sectionthrough the hood and twyers. Fig. 7,Sheet 3, is a plan view of a section of the system comprising twofree-air boxes and the connecting pipeline. Fig. 7, Sheet 3, is a detailplan of a diverge-joint. Fig. 8, Sheet 4, is a side elevation of thesection of the system shown in Fig. 7 in plan. I Fig. 9, Sheet 3, is adetail of one of the branches connected to an obstacle. Fig. 10, Sheet5, is a front elevation of one of the free-air boxes with connectedcylinders and pipes. Fig. 11, Sheet 4, is a longitudinal section of oneof the alarm-traps for connecting unstable objects lying near the trackto my signal system. Fig. 12, Sheet 5, is a side elevation of alocomotive with parts broken away. Fig. 13, Sheet 2, is a verticalsection through the hood carried by the locomotive. Fig. 13*, Sheet 2,is a detail of the perforated piston in the hood-pipe. Fig. 14, Sheet 2,is a bottom plan of the hood with piston removed. Fig. 15, Sheet 2, is aside elevation of the signal-box. Fig. 16, Sheet 2, is a verticalsection of the signal-box. Fig. 16, Sheet 2, is a detail of theconnection between the box and the cylinder. Fig. 17, Sheet 6, is a planview of the nest with modified pumpinglever mechanism. Fig. 18, Sheet 4,is a ion gitudinal section of a modified form of alarmtrap for useinstead of L and L Fig. 19, Sheet 3, is a longitudinal section of abranch equipped with the trap 0.

Like numerals and characters of reference designate like parts in thedifferent views of the drawings.

The numeral 1 designates a railroad-track which is part of. the mainline, and mounted adjacent to this track is an air'chamber 2, whichcommunicates with the open air by means of a pipe 3, provided with astrainer 3 to prevent the entrance of dust. The end of this pipe may belocated anywhere where communication with the open air may be had, anddust will not choke it.

A pipe 4 communicates with the chamber 2 and branches at 4, forming arms4 which connect with two compression-cylinders O,

and 0 located to the east and west, respectively, of the air-chamber 2.Snugly fitted in each of the compression-cylinders is a sliding piston5, which is connected to apiston-rod 6, the outer end of which ispivotally connected to the free end of apumping-lever 7, fulcrumed atits opposite end on a pin 7, located adjacent to one of the rails of thetrack 1. The lever 7 is curved at 7 to adapt it to be engaged andoperated in one direction by the wheels of a passing train. spring 8bears on the piston 5 and on the upper head of the cylinder and servesto operate the lever 7 in the opposite direction. By this arrangementthe piston 5 is reciprocated. A check-valve 9 is mounted in each of thebranches 4? and prevents the flow of air from the cylinders O and G intothe chamber 2, while a valve 10, mounted in each of two pipes 11 and 12,connected to the up per heads of the cylinder 0 and O respectively,prevents the return of air to the cylinders O and C after having beenforced out by the upward movement of the piston 5.

Cylinders 13 are mounted in alinement with the cylinders C and O andeach of these cylinders 13 has a piston 14 mounted therein, whichcarries a stem 15, which extends through a pipe 16, connecting thecylinder 13 with the compression-cylinder. This stem 15 serves as a stopto limit the forward movement of the piston 5. A spring 17 bears on thepiston 14 and normally holds the piston in the rear end of the cylinder13 and withdraws the stem 15 from the cylinder 0 or G far enough topermit the lever 7 to come close enough to the track to be engaged bythe wheels of the train. When, however, the piston 14 is in the forwardend of. the cylinder 13, the stem 15 will so limit the travel of thepiston 5 that the lever 7 will clear the flange of the passing train. Tooperate the piston 14 in opposition to the'spring 17 to hold the levers7 clear of the train, pipes 18 and 19 are connected to the cylinder 13.The pipes 18 are connected to the forward end of the cylinders 13 andunite at 18 to form a T,

the stem 18 of which connects with the freeair chamber 2, and thereforemaintains atmospheric pressure in the forward chamber of each of thecylinders 13 and the rear chamber of each of the cylinders O and Thepipes 19 connect with the rear chamber of each of the cylinders 13 andare connected centrally to a cylinder 20, the rear end of which is inturn connected by a pipe 21 to a pipe-line U, which extends along thetrack throughout the whole length of the signal system.

The cylinder20 is in alinement with and is ber 22 of the cylinder 22.Springs 26 and 27 bear on the front and rear, respectively, of thepiston 23 and hold it normallyin the center of the cylinder 22 andcovering the mouths of pipes 36 and 37, connected to the cylinder 22.When covered in this manner, the pipes 36 and 37 are in communication byway of the circumferential groove 23 in the piston 23.

The outer end of the piston-rod 24 is pivoted to a pin 31, carried by ahood 31, pivoted on a vertical pin 31, seated between two twyers 32 and33. The hood 31 is set to normally cover both twyers and to cover twyer32 and uncover twyer 33 when the piston 23 is in one extreme positionand the reverse when the piston 23 is in its other extreme position. Themovement of the hood 31 is limited by the pin 31, which engages a slot35 in a base-plate 35. Pipes 36 and 37 are also connected to thecylinder 22, opposite to the pipes 12 and 11, respectively.

By the arrangement just described the hood 31 is operated to cover anduncover the twyers 32 and 33 by the action of the compression-cylindersO and C in the following manner: The air drawn into the cylinders O andC from the chamber 2, through the pipes 4 and 4 is compressed and forcedout through the pipe 11 or 12. To fix ideas, suppose the train is goingwestward. Then it would pass over the cylinder 0 first and thecompressed air would pass out through pipe 11 into the cylinder 22,forcing the piston 23 into the front end thereof andoperate thepiston-rod 24 to rotate the hood 31 and uncover the twyer 33 to blow ablast to operate an alarm mechanism carried by the locomotive, as willappear. The piston 23 will have been operated, as above specified,before the train reaches the cylinder 0 and engages its pump ing-lever 7to operate the piston 5 therein. The air compressed in the cylinder Cwill pass out through the pipe 12, and since the piston 23 is now in thefront end of the cylinder 22 the pipe 12 will communicate with the pipe36 via the groove 23%. When the train is going eastward, the piston 23will be forced into the rear endof the cylinder 22 by the air fromcylinder 0 and the air from C will pass out through pipe 37 and act on amechanism to be described to transmit the signal to the next nest, thepiston-rod 24 will be operated by the piston 23 to rotate the hood 31 touncover the twyer 32 and cover the twyer 33.

It will be evident from what has been said that only one of the twyers32 and 33 is uncovered at any time. Therefore a passing train can openbut one of them. This is a very important point, as it efiectivelyguards against mistakes. The meansfor connecting the mechanism justdescribed to the system will now be described.

Connected to the free-air box 2 are eight cylinders H H, GG, I I, andJJ. The four cylinders H, G, I, and J are connected to the bottom of thebox 2 in the same plane, while the cylinders H, G, I, and J areconnected to the top of the box 2 and disposed on opposite sides thereoffrom the similarly-lettered cylinders below. The mechanism in both setsof cylinders is identical, so that but one set will be described indetail and the same characters will be applied to both.

The cylinder G contains a perforated piston 38, and a spring 39 islocated in the rear chamber and bears on the piston 38 to hold itnormally covering the mouth of the twyerpipe 32, which is connectedthereto. The cylinder I is located in alinement with the cylinder G, isclosed at its rear end to the atmosphere, and contains apiston 40, whichhas a circumferential groove 40 and transverse apertures 40 therein. Aspring 41 bears on the rear of the piston 40, and a piston-rod t2connects the pistons 38 and 40 and constrains them to move in unison. Apassage 43 connects the cylinder I and the box 2. Collars 42 and 42adjustably mounted on the rod 42,-serve as stops to limit the movementof the pistons. An alarm-trap cylinder K is connected to the rear headof the cylinder G by a pipe 45, which contains a wire 46, which isconnected to the piston 38 and bears a head 46,which engages an aperture47 in a piston 47, contained in the cylinder K and holds the piston inits normal position in the forward end of the cylinder K which end itfits snugly; but the rear chamber is grooved at 48 to permit the passageof air around the piston 47 when it is moved into its rearmost position.The pipe 36 connects with the forward chamber of the cylinder K and apipe 49 with the rear chamber thereof, which pipe is also connected tothe main air-pipe U. A check-valve 49 is mounted in the pipe 49 toprevent the flow of air from the main pipe U into the cylinder K Thecylinder H contains an apertu red piston 50, hearing a staple 50 towhich a Wire 51 is secured, which is contained in the east section ofthe main-line pipe U. The other end of the wire 51 is connected to thepiston in the cylinder J of the next station east, at which there is anest similar to the one shown in Fig. 1. A spring 52 bears on the piston50 and holds it in its normal position, covering a port 53, establishingcommunication between the forward chambers of the cylinders G and H. Asafety-valve 54 is mounted in a perforated casing and seated in an aperture 54 in the inner head of the cylinder H. A spring 54 bears on thevalve and is adjusted to retain the normal pressn re in the cylinder ofthe pipe-line U.

The cylinder J contains a piston 55, having a small perforation 55therein. The piston 55 is provided with a staple, to which is connecteda wire 51, which is mounted in the west section of the pipe-line U. Theother end of the wire 51 is connected to the piston 50 in the cylinder Hof the next nest N to the west, as described above. The front. cham: berof the cylinder J is connected bya pas:

other for west,

sage 56 to the rear chamber of the cylinder I. The passage 56 is, as isalso the passage 43, normally covered by the piston 40. The perforation55 enables'the pressure in the two ends of the cylinder J to equalizeafter the lapse of an interval of time sufiieient to send a signal.

As before stated, the corresponding cylinders G H I J are-located aboveand disposed oppositely to the cylinders just described. The twyer-pipe33 is connected to the cylinder G, and branches U of the main lineconnect to the cylinders H. J which branchesare connected to the mainline and to one of the wires 51 by diverge-joints M, as shown in Fig. 8.There are two wires 51 in each of the pipes U, one for signals east, the

The alarrn-traplK is identical in construction to the trap K and isconnected to the pipe 37.

The nests N are located at intervals of about half a mile along thetrack and are connected by the sections U of the main pipeline, which isbroken at every free-air box 2. The main-line pipe U is kept charged up.to a pressure of about thirty pounds by the exhaust-air from thecylinder K and K ,,which passes into the pipe U by way of thepipe 49 andcheck-valves 49. The pressure is kept down by means of the safety-valve54.

In order to give a signal when an obstacle. falls on the track, branchesU? are formed on the pipes U intermediate the nest N, which branches areeach connected to an alarm-trap L. The mechanism of each of the traps Lis contained in a cylinder 57, containing a trigger-bar 58, the upperend of which is connected to a wire 59, which is designed to be ICSattached to some mass which occupies a position of unstable equilibriumat the side of the track and is likely to fall thereon or a bridgethreatened by high water. Thelower end of the trigger rests against alug 60,which serves as a stop. A brace 61 bears against the center ofthe trigger 5S and a bracev 62 bears on the other side of the trigger 58oppositely the brace .61 and is footed on the piston 63, which isslidingly mounted in the cylinder 57 and is connected to a wire .64,which extends through the branch pipe U v and connects with the properwire 51 in the in the main line U at a diverge joint M.

It the mass B. should slide on the track, it would exert a pull. on thewire 59,which would topple over the trigger 58, displace the braces 61and 62, and release the piston 63'and permit the pressure in the mainpipe U to Opel.- ate thereon and move it until it comes in IIO contactwith stops 63 mounted within the.

cylinder. This .movement of the piston63 will actuate the wire 64, whichwill in turn operate the wire 51 in the pi pe, U,which. would move vthepiston 50, since it is aperturled, which will uncover the port 53permitting,

,air to flow into the cylinder G, thereby displacing the piston 38 totheright and uncov ering the twyer-pipe 32,. and allowing the air.

to enter, so that when the next train comes along and opens the twyer 32a blast of air will issue and operate the signal thereon. The moving ofthe piston 38 will simultaneously operate the piston to uncover the port56 and allow the escape of air from the forward chamber of the cylinderJ, distributing the equilibrium, which will cause the j the other wire51 in the line U, which wire is connected to the upper set of cylindersH J on the free-air box 2.

In order that a signal may be received by the locomotive engineercorresponding to blasts from the uncovered twyers 32 and 33, thelocomotive is equipped with a device which is constructed as follows: Alocomotive A of standard construction carries a hood 65, which is openat the bottom andclosed at the top and is supported by a vertical hollowpipe 66, which is in turn supported by an arm 67, secured to the frameof the locomotive adjacent to the front drive-wheels and intermediatethe same. a rim 68 fits loosely within the hood and is connected to astem 69, which extends up through the hollow pipe 66 and is pivoted tothe long arm 70 of an elbow-lever 70. A perforated piston 71 is alsocarried by the stem 69, and in combination with a spring-pressed collar72, slidingly mounted on the stem,forms a valve which prevents thepassage of air up through the pipe 66, but permits the downward flow ofair into the hood 65 above the piston 68 to restore it to its initialposition after being raised. The short arm 70 of the elbowlever 70 isconnected to the stem 73 of a frustoconical valve 74., mounted in anaperture in a partition 75 in a tight cylinder 76 and located tonormally close the end of a pipe 77, which communicates with a supply orsource of compressed air carried by the locomotive. A spring 78 bears onthe valve 74 and holds it in its normal position. A pipe 76 is connectedto the cylinder 76 and to a signal-box 79, designedto accommodate alamp. (Not shown.) A shutter 80 is slidingly mounted in said box 79 andis arranged to eclipse the rays of light issuing from said lamp. Coloredglasses may be used, if desired. A cylinder 81 is rigidly connected tothe shutter 80, which cylinder is closed at its upper end and open atits lower. A spring 82 bears on the upper end of the cylinder 81 andholds it 'normally in contact with a shelf 83, which is apertured at 83to accommodate the end of the pipe 76. -By virtue of this arrangementwhen air is admitted into the pipe 76 the cylinder 81 is raised and theshutter operated to un- A piston 68, bearing cover the lamp or tooperate any kind of a signal, such as blow a whistle or ring a bell. Aswill be readily understood, it is easily seen that air will flow intothe pipe 76 whenever the piston 68 in the hood 65 is raised, since thisaction would operate the lever 70 to move the valve-78 to uncover themouth of the pipe 77 which is supplied with compressed air. The piston68 will be raised every time the hood 65 passes over an open twyer towhich a blast of air has been sent by a passing train or the moving oftethered object R. The operating of the shutter 80 in the signal-box 79will therefore warn the engineer and put him on his inquiry. Thecomplete operation of my device can now be briefly sketched.

,We will suppose that there are at least three nests N in the system andseveral alarmtraps L L located intermediate said nests and connected toimpending slides or bridges R. Suppose now that B should slide onto thetrack, thereby giving a tug on the wire '59 connected thereto, which, asbefore explained, woulddisplace the trigger 58 and release the piston63, which would then be moved by the pressure in the pipe U and U untilit engages the stops 63 This movement of the piston 63 will becommunicated by the wires 64 and 51 to the perforated piston 50 in thecylinder'I-I. Since the air-pressure is equal on both sides of it, onlythe pressure of the spring 52 has to be overcome. This will uncover theport 53 and allow air from the pipe U'to'flow into the forward end ofthe cylinder Gand force the piston 38 into IFO the outer right end ofthe cylinder G and open.

the twyer-pipe 32 and permit the air to enter it. Simultaneously withthe movement of the piston 38 to the right the piston 40 in the cylinderI will move to the right, since the two are connected. This woulduncover the ports 56 and 13 and release the air in the right-hand end ofthe cylinder J and permit the pressure in the pipe U, connected to thecylinder J, to force the piston 55 therein to the right, which actionwould draw the wire 51 in the pipe U to the right and also the piston 50in the cylinder H of the next nest N to the westward and open the twyer32 in this'nest. In this manner all ofthe twyers 32 to the west of thealarm-trap L set 013 will be charged with air under pressure. In orderto transmit the same signal cast, it is only necessary to have a secondwire 64: connected to the piston 63 and branching to the east andconnected to the other wire 51 in the pipe U, or to have a trap Lconnected to the same object R, as shown in Fig. 7. This trap L wouldpull on the other wire 51 and operate the cylinders G H I J in the samemanner as the cylinders G, H, I, and J are operated, as just described,which would open all of the twyers 33 to the east of slide R. We wouldnow have all of the twyers 32 to the west of the obstruction R chargedand'all of the twyers 33 to the east of the same charged.

- then reverse signals.

end of the cylinder 22,

Therefore a train entering the west end of block on which my system isinstalled would as it proceeded east and passed over the nests N operatethe cylinders C to actuate the piston 23 and operate the hood 31 touncover the charged twyers 32, while a train entering the east end ofthe block would open the charged twyers 33.

A train on opening a charged twyer wouldreceive a. signal operated, bythe blast as follows: The blastfrom the twyer would raise the piston 68in the hood and actuate the lever to operate the valve 74 to uncover theair-pipe 77 and release the compressed air therein, which would pass outthrough the pipe 76 and into the signal-box 79, raise the cylinder 81and simultaneously the shutter 80, thereby exposing the signal-light. Assoon as the hood 65 clears the twyers the piston 68 would fall anddiscontinue the signal.

The manner in which my system operates to warn trains of each othersproximity will now be described. A train going east in passing over anest N would first reach the cylinder (J and the wheels would engage thelever7 to operate it to compress air, which would force the piston 23into the rear of the cylin der 22 and uncover the twyer 32. The movingof the piston 23 will move the piston 25 far enough to uncover the pipes19 and per- Init air to flow from the cylinder 20, which air is atmain-line U pressure, because of the connection 21 through the pipes 19into the stop-cylinders 13, Fig. 2, thereby forcing the piston 14: andplunger 15 to the left and moving the pumping-levers 7 clear of theflanges of a passing train to prevent wear and tear on the machinery. Assoon, however, as the pressure in the cylinder 22 falls below the normalthe springs 26 and 27 will restore the piston 25 to its normal position,close the pipes 19, and permit the springs 17in the cylinders 13 toretract the plungers 15 and allow the pumping-levers 7 to be againengaged by the wheels of a passing train. As soon as the cylinder 23uncovers the mouth of the pipe 36 the air entering through the pipe 10will flow into the cylinder K and drive the piston 47 to the right. Themoving of the piston 47 to the right also moves the piston 40 and opensthe ports 56 and 43 to release the air in the right-hand end of thecylinder J and permit the air in the pipe U to operate it to send thesignal to the west, as has been before described. By the time the trainreaches the cylinder 0 the cylinder 23 will be in the lower and the airfrom the cylinder 0 will then flow through the pipes 11 and 37 into thecylinder K, which will opcrate similarly to the cylinder K to transmitthe signal to the eastward by charging the twyers 33. Trains openingthese twyers will It will be seen by this arrangement it is impossiblefor a train to receive the signal started by itself, as the twyers 32and 33 are all located on opposite sides. It will also be seen that asignal will persist until equilibrium is restored between the ends ofthe cylinders J J, the pistons of which are perforated.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In a pneumatic signaling device, the combination of two twyerslocated intermediate the rails of a railroad-track and connected to asource of compressed air, a hood or shutter mounted to be operated tocover 'or uncover said twyers, and means for operating said hood, saidmeans being operated by the passing of a train, and a signal carried bysaid train and operated by a blast from one of said twyers,substantially as described. 2. In a pneumatic signaling device, the

combination of an air-compression cylinder provided with airconnectious,a piston mounted in said cylinder, a. pumping-leverconnected to said piston and located to be engaged and moved in one'direction by the wheels of a passing train, a spring located to operatesaid piston in the other direction, a

twyer located intermediate the rails and connected to a supply ofcompressed air, a hood mounted to cover and uncover said twyer, acylinder containing a piston connected to operate said hood, a pipeconnecting said compression-cylinder and said lastm entioned cylinder toenable said hood to be operated by said passing train, substantially asdescribed.

3. In a pneumatic signaling device, the combination of acompression-cylinder, a pipe connected to said compression-cylinder andprovided with a check-valve to prevent the outflow of air, a pistonmounted in said cyl- I inder, a spring bearing on said piston,apumping-lever located to be engaged by the wheels of a passing train,said lever being connected to said piston to operate it in opposition tosaid spring, a twyer located between said rails and connected to somesource of air under pressure, a hood mounted adjacent to said twyer, acylinder containing a piston con nected to said hood, a spring bearingon said last-mentioned piston, and a pipe connecting saidcompression-cylinder and said cylinder, and a valve mounted in saidlast-mentioned pipe to prevent the outflow of air from said cylinder,substantially as described. 7

4. In a pneumatic signaling device, the combination of acompression-cylinder provided with air connections, a piston mounted insaid cylinder, a spring bearing on said pis ton, a pumping-lever locatedto be operated by the wheels of a passing train, a rod connecting saidlever and said piston,'a cylinder mounted in alinement with saidcompressioncylinder and provided with air connections, a piston mountedin said last-mentioned cylinder and carrying a rod extending into saidcompression-cylinder to limit the movement of the piston therein tocontrol the distance IIO between said lever and the rail, a spring bearaing on said last-mentioned piston, substantially as described.

' ateit to cover and uncover said twyer, springs mounted to bear onopposite sides of, said piston, two air-pipes each connected to saidcylinder on opposite sides of said piston, substantially as described.

6. In a pneumatic alarm mechanism, the combination of two twyersconnected to a source of air under pressure and located intermediate therails of a track, a hood mounted to cover and uncover said twyers, acylinder, a piston mounted in said cylinder, springs bearing on oppositeends of said piston to hold it in a normal position intermediate itsends, a piston-rod connected to said piston and to said' hood, twoair-compression cylinders, two pipes each connected to one of saidcompression-cylinders and to saidfirst-mentioned cylinder on oppositesides of the normal position of said piston therein, valves in saidpipes, pumping-levers located to be operated by a passing train, pistonsmounted in said compression-cylinders and connected to saidpumping-levers, substantially as described.

7. In a pneumatic signaling device, the combination of a twyer locatedintermediate the rails of a track, and connected to a source of airunder pressure, means operated by a passing train to cover and uncoversaid twyer, a signal carried by a locomotive and means carried by saidlocomotive to be operated by a blast from said twyer to display saidsignal to the engineer, substantially as described.

8. In a pneumatic signal system, the combination of a twyer mountedintermediate the rails of a track and oonnectedto a source of air underpressure, a hood mounted to cover and uncover said twyer, means foroperating said hood, said means being operated by a passing train, ahood mounted on a locomotive and containing a piston, constructed to beoperated by a blast from said twyer, a signal,

and means operated by said piston to display said signal, substantiallyas described.

9. In a pneumatic signaling device, the combination-of a hood mounted onalocomotive, and disposed to catch an air-blast from a twyer locatedintermediate the rails of the track, a piston slidingly mounted in saidhood, asignal carried by said locomotive,an air-pipe connected tosome'supply of compressed air carried by the locomotive, a Valve mountedto control the outflow of air from said pipe, said valve being connectedto be operated by the upward movement of said piston, and means operatedby a blast from said air-pipe to display said signal, substantially asdescribed.

10. In a pneumatic signaling device, the combination of a cylindercontaining a piston, a main pipe-line extending along the track andconnected to some source of air under pressure, a .wire slidinglymounted in said pipe-line and connected to the rear of said piston, atrigger-bar mounted in said cylinder, brace-bars bearing on the front ofsaid piston and the rear of said trigger-bar, a brace-bar bearing on thefront of said trigger and the rear head of said cylinder, and means forconnecting said trigger to a threatened slide, substantially asdescribed.

11. In a pneumatic alarm system, a cylinder containing a piston having aminute perforation therein, a pipe-line supplied with' air underpressure, a wire contained in said pipe-line and connected to saidcylinder, a second cylinder containing an apertured piston, a springbearing on said piston, and means for suddenly reducing the pressure inthe rear chamber of said first-mentioned cylinder, substantially asdescribed.

\ In testimony whereof I have hereunto set my hand in presence of twosubscribing Witnesses.

HENRY T. FARNS WORTH.

Witnesses: v

M. M. MORRISS,

B. S. BRooKs.

